Boeing B-29 Superfortress | Warbirds Wiki | Fandom powered by Wikia " 49 Three Feathers " March Field Air Museum Boeing B-29 Survivors highlights the history of many well known flying and static display Boeing B-29s in the United States . A list is also provided of other B-29's on display around the world; including location, model and serial numbers, brief history, nicknames/markings, and conditions. Contents [ show ] Background In September 1945, immediately after the surrender of Japan, all contracts for further production of the B-29 were terminated after 3,970 aircraft (2,766 by Boeing Aircraft, 668 by Bell Aircraft and 536 by Glenn L. Martin Co.) were accepted by the USAAF. Uncompleted airframes at the Boeing Plant in Wichita Kansas plant were stripped of all Government Furnished Equipment and scrapped on the flightline. A vast majority all of the B-29s were stored by a new process of cocooning, however, this process trapped heat and moisture resulting in numerous airframes being damaged by this process (primarily the avionics and instruments).

Between 1946 and 1949, many early and high time combat veteran aircraft were sold or scrapped – none were released to civilian use. While the B-29 was still considered useful in the post WWII inventory, the numerous problems with development, (i.e. including the freezing of the design in 1942) and the fear that the postwar congress would not fund the purchase of a design that still had significant quantity in storage, led to the radically redeveloped B-29D being redesignated the B-50A . While the B-50A looked similar to the B-29, Boeing had redeveloped the airframe with a new stronger alloy skin, redesigned main spar, taller vertical stabilizer and improved engine cowlings. Additionally, the engines were changed to the R-4360 which produced higher horsepower, had better cooling and were less prone to failure. In 1947, with the advent of the USAF , the B-29 was redesignated as a medium bomber.

With the new heavy bombers in production ( B-36 and B-49 ) and the planned production of the both the B-47 and the XB-52 becoming a reality, the Superfortress was quickly starting to become eclipsed by technology. It was only the advent of the Korean War in 1950, which slowed down the retirement of the B-29. Once again, the Superfortress was pressed into combat; while the first 6 months the B-29 was able to hold its own, the introduction of Jet fighters ( Mig-15s ) proved the demise of this aircraft. The B-29 was too slow and the gunnery systems could not keep up/track the high-speed aircraft. By 1953, the remaining B-29s were withdrawn from combat (except for some RB-29s). The remaining B-29s in service were then redesignated as Training ( TB-29 ) , Photo Recon ( RB-29 ), Air-Sea Rescue ( SB-29 ) and refueling/tanker ( KB-29M ) aircraft. The last USAAF flight was in September 1960.

The Royal Air Force as a stop-gap measure between the Lancaster and the new V-Bombers leased 88 aircraft in the early 1950s – redesigning them Washington Mk b.I’s . The Washingtons remained in service until late 1958 when they were retired and returned to the United States. Several Washingtons were given to Australia, but within one year they were retired and scrapped. The B-29 did enjoy limited success post war as a flying testbed, being used with NACA to carry the early rocket aircraft ( X-1 , X-1A , D-558-2 etc…), prototype jet engine testing, electronic test ships, High Altitude Atmospheric tests, etc… The majority of the surviving B-29 came from airframes that had either been designated (with the US Navy at NAS China Lake ), initially, as target-tow aircraft, then unmanned target aircraft, finally as a ground target (the last B-29 destroyed was in 1981 more than 6 years after a ban had been placed on further using these aircraft as targets). Furthermore, B-29's were used at Aberdeen Proving Grounds as ground targets and survivability studies.

In 1966, the then fledgling Confederate Air Force , in their quest to gather an example of all the remaining WWII bombers attempted to track down a B-29. At this time, except for two noted museum aircraft, the B-29 was considered an almost extinct aircraft. Rumors of B-29s existing at Aberdeen revealed several airframes, but due to the closeness of ocean air, these aircraft were corroded close to the point of unrestorability. In 1970 came the discovery of the US Navy fleet of aircraft at NAS China Lake – these aircraft being used/stored in the desert air were in much better shape. After a year of negotiation, the CAF was able to obtain their B-29 (Fifi). These same negotiations also allowed the RAF to obtain an example as well (It’s Hawg Wild). During the early 1970s, NASA (the redesigned NACA) sold their P2B-1S and for numerous years this aircraft flew under civil registration until it was grounded by spar corrosion.

Since the early 1970, numerous aircraft have been removed from Aberdeen Proving Grounds as well as NAS China Lake for museum displays – the last B-29 removed from China Lake is currently being restored to flying condition (Doc). There are still two partial airframes and one wreck at the NAS China Lake site. Several other aircraft were noted as late as 1980 but these aircraft have disappeared (no trace of being scrapped) – several having possibly been used in the Disney Picture “Last Flight of Noah’s Ark” (which seriously damaged/destroyed numerous airframes) during production. Additional aircraft have been discovered at both post-war crash sites and near WWII Pacific airfields. At least four B-29 wrecks on Guam and several on Saipan are know to exist. There is a search for the first B-29 to bomb Japan ( Dauntless Dottie ) which crashed into the Pacific on take-off during her return flight to the United States. If the airplane is found there are plans to recover and restore it for display.

Boeing B-29 Survivors Individual airframe histories Individual histories (42-xxxx) (W) = Wreck (U)= Unknown Location If Latitude & Longitude points are given, aircraft is on permanent outside display and can be seen using Google maps (N33 55' 14.13" W84 30' 16.19") B-29 BW Boeing-Wichita B-29-50BW c/n 4452 42-24791, ex-NAS China Lake " The Big Time Operator ", Museum of Flight, Seattle, WA (S) [1] note: nose section only B-29-60BW c/n 10561 44-69729, ex-20th AF/73rd BW/498th BG/875th BS "Square-T 54" – 37 combat missions, ex-KB-29, ex-NAS China Lake, " Square-T 54 ", Seattle Museum Of Flight , Seattle, WA (D) [2] [3] (N47 31' 01.

54" W122 17' 42.26") B-29-70BW c/n 10789 44-69957, ex-SB-29, NAS China Lake, CA (W) (N35 54'08.74" W117 43'26.17") note: Parts from nose section used in restoration of B-29 44-69972 "Doc" B-29-70BW c/n 10804 44-69972 (N69972C), ex-20th AF, ex-TB-29, ex-4713th REF (ADC)/1st RCS "Doc", ex-4750th ADW/17th TTS, ex-NAS China Lake " Doc ", Boeing Aircraft Company , Wichita, KS (R) [4] [5] B-29-75BW c/n 10848 44-70016 , ex-20th AF/330th BG

/458th BS "Square-K 40 Sentimental Journey / Quaker City" - 31 combat missions, ex-4713th REEC Flight (SAC) "Dopey", " Square-K 40 Sentimental Journey / Quaker City ", Pima Air & Space Museum (PASM) , Tucson, AZ (D) [6] [7] B-29-75BW c/n 10881 44-70049, ex-NAS China Lake, movie: "The Last Flight of Noah's Ark" , Aero Trader (Kermit Weeks), Borrego Springs, CA (S) B-29A-75BW c/n 44-70064, ex-NAS China Lake, "0-90351 Raz’n Hell ", Castle AFB Museum Castle AFB CA (D) [8] [9] (N37 21' 54.76" W120 34' 42.89") note: rebuilt using parts from tail section of B-29A-35-BN 44-61

535 & outboard wings from B-29-50BA 44-84084 B-29-75BW c/n 10934 44-70102, ex-20th AF, ex-NAS China Lake, " Here’s Hopin ", China Lake NAS Museum, CA (D) (N35 40' 37.79" W117 40' 37.75") B-29-80BW c/n 10945 44-70113, ex-20th AF/73rd BW/500th Bg/883rd BS "Miss Marilyn Gay/Sweet Eloise" - 27 Combat & 5 POW missions, ex-Aberdeen Proving Grounds, " Z-58 Sweet Eloise ", Marietta B-29 Association, Dobbins AFB, GA (D) [10] [11] [12] (N33 55' 14.13" W84 30' 16.19")

 B-29-80BW c/n 12430 44-87627, ex-TB-29, ex-Aberdeen Proving Grounds, " BF-627 Bossier City ", 8th Air Force Museum , Barksdale AFB, LA (D) [13] (N32 30' 50.97" W93 40' 57.97") B-29-90BW c/n 12582 44-87779, ex-KB-29M, ex-NAS China Lake, " Circle-R Legal Eagle II ", South Dakota Air and Space Museum , Ellsworth AFB, Rapid City, SD (D) [14] [15] (N44 07' 57.43" W103 04' 21.53") B-29-90BW c/n 13634 45-21739, ex-NAS China Lake, " Circle-W 48 Unification " Korean Aerospace Industry Aerospace Museum , Sacheon

 Airport, Sacheon, Korea (D) (N35 04' 19.93" E128 03' 48.99") B-29-97BW c/n 13643 45-21748, ex-20th AF/509th CG, ex-TB-29, National Atomic Museum , NM (D) [16] [17] (N35 02' 56.58" W106 33' 03.51") B-29-95BW c/n 13463 45-21768 (N70887), ex-F-13, ex-46th PRS "Kee Bird" - 7 missions, KeeBird , Greenland, Denmark (W) [18] note: (wings & tail only) B-29-95BW c/n 13681 45-21787 (N29KW), ex-P2B1S Bu 84029, ex

-NACA 137 "Fertile Myrtle", movie: "The Right Stuff" , " Fertile Myrtle ", Florida Air Museum Lakeland, Florida (D) [19] [20] note: nose section only B-29-100BW c/n 13741 45-21847, ex-RB-29, National Park Service Lake Mead B-29 , NV (W) [21] B-29 MO Martin-Omaha B-29-25MO 42-65281, ex-20th AF / 6th BG / 24th BS "Circle R Miss America 62" -43 missions, ex-301st BG (SAC), ex-WB-29, 373rd RWS (MATS) & 53rd RWS (MATS), ex-510th CCTW, " Circle R 11 Miss America 62 ", Travis AFB , CA (D) [22] [23] (N38 16' 10.75" W1

21 55' 49.05") B-29-25MO 42-65287, Aquadilla, Puerto Rico-Atlantic Ocean (W) B-29-35MO 42-65401, ex-3rd AF, movie: "Above and Beyond" , ex-Wild Blue Yonder, ex-Enola Gay, "82 Enola Gay ", Stockton Field Aviation Museum , Stockton, CA (D) note: nose section only B-29-40MO 44-27297, ex-Silverplate, ex-20th AF / 313rd BW / 509th CG / 393rd BS "Triangle N 77 Bockscar" - 5 combat missions, " Circle <- 77 Bockscar ", WPAFB Museum , Dayton, OH (D) [24] B-29-40MO 44-27343, ex-F-13A, ex-513RWS, ex-57 SRW, ex-TB-29, ex-Aberdeen Pro

ving Grounds, " Tinker’s Heritage ",Tinker AFB, Oklahoma City, OK (D) [25] (N35 25' 59.83" W97 24' 14.82) B-29-45MO 44-86292 ex-Silverplate, ex-20th AF / 313rd BW / 509th CG / 393rd BS "Circle-R 92 Enola Gay" " - 3 combat missions, " Circle-R 92 Enola Gay ", NASM , VA (D) [26] B-29-55MO 44-86408, ex-43rd BG (SAC) & 9th BW (SAC), ex-Dugway Proving Ground, " Haggerty's Hag ", Hill Aerospace Museum , Hill AFB, UT (D) [27] (N41 09' 38.60" W112 01' 08.85") B-29A BN Boeing-Renton B-29A-1

0BN c/n 7287 42-93880, ex-F-13A, "The Dutchess", NAS China Lake, CA (U) B-29A-15BN c/n 7374 42-93967, ex-F-13A 5th AF / 314th BW / 19th BG / 28th BS "City of Lansford" - 12 combat missions, ex-RB-29A, ex-Aberdeen Proving Grounds, " City of Lansford ", Georgia Veterans Memorial State Park , Cordelle, GA (D) [28] [29] B-29A-40BN c/n 11146 44-61669 (N3299F), ex-20th AF / 73rd BW / 500th BG / 883rd BS "Z 49 Flagship 500" -11 combat missions, 581st ARG (SAC), ex-NAS China Lake, " Z 49 Three Feathers ", March A

FB , Riverside, CA (D) [30] [31] (N33 52' 56.54" W117 15' 56.55") B-29A-40BN c/n 11148 44-61671, ex-SB-29A, ex-Aberdeen Proving Grounds, " 89 The Great Artiste ", Whiteman AFB , Knob Noster, MO (D) (N38 44' 13.36" W93 34' 32.59") B-29A-45BN c/n 11216 44-61739, ex-Aberdeen Proving Grounds, Robins AFB , GA (D) [32] B-29A-45BN c/n 11225 44-61748 (G-BHDK), ex-5th AF / 309th BG (FEAF) "It's Hawg Wild" - 105 combat missions, ex

-TB-29A, ex-4750 ADW, ex-NAS China Lake, " Square-Y 748 It's Hawg Wild ", Duxford , England (D) [33] [34] B-29A-55BN c/n 11434 44-61957, NAS China Lake, CA (U) B-29A-55BN c/n 11452 44-61975, ex-TB-29A, ex-RAF Molesworth, ex-Aberdeen Proving Grounds, " Triangle-I 55 Jack’s Hack ", New England Air Museum , Windsor Locks, CT (D) [35] [36] [37] note: tail assembly from B-29A-45BN 44-61739 note: Vert.

Stabilizer exchanged with Doc B-29A-55BN c/n 11469 44-61992, NAS China Lake, CA (U) B-29A-60BN c/n 11499 44-62022, ex-F-13A "Laggin Dragon", ex-NAS China Lake, " Peachy ", Pueblo Weisbrod Aircraft Museum , Pueblo, CO (D) B-29A-60BN c/n 11532 44-62055, NAS China Lake, CA (U) B-29A-60BN c/n 11547 44-62070 (N529B), ex-310th BW (SAC), ex-TB-29A, ex-NAS China Lake, "Square-A Fifi ", Commemorative Air Force , Midland, TX (R) [38] B-29A-60BN c/n 11565 44-62088, NAS China Lake, CA (S

) B-29A-65BN c/n 11589 44-62112, Pima County air Museum, Tucson, AZ (S) note: fwd fuselage only Russian B-29 Clone  The TU-4 Story, by Wayland Mayo, Page 10 Russian B-29 Clone  The TU-4 Story contributed by Wayland Mayo INTRODUCTION Probably the most significant development in aviation history is one which most Americans don’t even know happened.

We worked hard to get our B-29 built so we could reach Japan, the retaliation that President Roosevelt so badly wanted. The Russians also wanted and badly needed a long range bomber as much as we did. The difference is, we engineered ours with ingenuity and perseverance, the Russians stole it. Read this fascinating story and you will find it hard to believe, but it actually happened. The B-29 is now as much a part of Russian aviation history as it is to American aviation history. RUSSIAN B-29 CLONE- THE TU-4 STORY After the Japanese bombing of Pearl Harbor, President Roosevelt had a burning desire to retaliate by bombing Japan. This soon became an obsession with him, but how were we going to accomplish this seemingly impossible feat? The only long range bomber in our arsenal was the B-17, and the idea of reaching Japan became increasingly remote. We needed a Super Bomber, but did not even have one on the drawing board. Roosevelt fortunately had a solution to his problem, with time almost ruling out such an undertaking. His solution was Gen. H.H. Arnold, better known as “HAP”. Gen.

Arnold was already pushing for a more sophisticated Air Force with long range capability. He sent request to all the aircraft companies seeking designs for a Super Bomber. Boeing had been working on such a design and won the contract. They were to deliver two flying prototypes by 1942. It was to be the fastest, largest, heaviest plane ever mass produced. The U.S. ordered 250 sight unseen. Then Germany attacked Russia. The number was increased to 500 planes. On Sept. 21st, 1942, the Boeing XB flew out of the Seattle plant. This three billion dollar gamble was the largest government commitment ever to a single project, including the Atomic Bomb. There were residual benefits to this contract. It brought the country together. Boeing had four assembly plants, and hundreds of smaller plants making subassemblies. Finally in 1943 the first production model B-29 rolled out of the Wichita plant. Eventually over 4000 were produced, 1600 at the Wichita plant which employed 26,000 workers working seven days a week. The first bombers were sent to the CBI area (China, Burma, India). Gen.

Arnold realized we needed a place for damaged planes to land after bombing Japan. Roosevelt asked Stalin for permission to land in Siberia or Russia. Stalin evaded answering the request. Russia was not at war with Japan, and had their hands full fighting the Germans. They did not want to open up another front by taking on Japan. Our crews were told that after bombing Japan, only in an extreme emergency, to land in Vladivostok, Russia. On August 20, 1944, a B-29 was forced to divert to the Soviet Union. It crashed east of Khabarovsk after the crew baled out. The crew was interned in Russia. About the same time three B-29’s with emergencies landed in Vladivostok. One of the planes was the “Ramp Tramp”, another was the “Ding Hao”. Ironically the third plane was completely intact was the Gen. H.H. Arnold Special. A U.S. made version of the B-29 The crews assumed the planes would be refueled and they would return to China. They were never to see their planes again. The crews and aircraft were all interned.

Now the Russians were holding four crews and three complete B-29’s. Desperate negotiations by the U.S. for the release of the crews and the aircraft were ignored. Stalin was continually pressured for the release of the crews and planes, however it soon became obvious that he had no intentions of giving them up. He decided to steal them. He figured it would take over five years to design and build their own much needed long range bomber. A better way would be to steal these already in his possession and make a bolt for bolt exact copy of them. Stalin demanded the reproductions be ready in two years. The entire Soviet aircraft industry was mobilized to meet this seemingly impossible deadline. At that time any dissention was met with punishment, even death. That would be considered sabotage to question a project. This project received top priority. The Russians were completely dumbfounded when faced with the enormity of the situation. They were fascinated with the gigantic “Silver Bullet”. What better luck than to have three of them dropped right in their back yard. Finally through some bizarre diplomatic negotiations between the US and Molotov it was arranged for the aircrews to “escape” to Tashkent, Russia, via the Trans-Siberian Railroad.

They were given adequate treatment while interned. From Tashkent they were transported by train and truck to Tehran, Iran, for their release. However their release wasn’t going to be that simple. They were warned not to talk to anyone, and had to sign top secret documents swearing them to secrecy. They were flown to Naples, Italy, and then shipped to N.Y. where they finally found freedom. The Russian plan was to organize the best pilots, technicians, engineers, and aviation specialist to measure and catalog each of the 105,000 parts of the B-29. They decided to completely disassemble the Hap Arnold Special and use it for measurements. The Ding Hao would serve as a reference model, and the Ramp Tramp would be used for pilots training. Russian pilots would have a hard time figuring out the significance of the instruments, so their top pilot, fluent in english, labeled every instrument in Russian so their pilots could easily identify everything required to fly the B-29. The Russians were amazed at the quality of the workmanship and the technology involved in the manufacture of the B-29. The Soviet version would be called the TU-4, NATO code name “BULL”.

After the Hap Arnold Special was completely dismantled they immediately realized the almost impossible task of “reverse engineering” the aircraft. It has been reported the Russians only had slide rules and even some used an abacus. All measurements had to be converted to metric sizes. Now they were running into major problems. Imagine the complexity of copying the giant R-3350 engine. They were not able to manufacture the wing fuel tanks. The compound curves of the plexiglass nose presented an unsolved problem, and pilots complained about distortion in the Russian copy. They did not have the capability to manufacture the huge tires. The massive landing gear also was a problem. The responsibility of copying the airframe went to Tupolev. There were miles of wires, and the sophisticated gunnery system presented the biggest problem. The Russians sent agents to the U.S. to try to purchase anything they could find in parts, plans, tires, or information pertaining to the B-29. The machine guns were replaced with cannons. The copying and manufacture of the R-3350 engine was turned over to Shvetsov. The TU-4 project was well underway early in 1945. An increase in quality control and sheer perseverance moved things along.

The end of the war with Japan made no difference in the production effort. It was full speed ahead. The U.S. had previously not believed the Russians had the capability to clone the B-29, it seemed totally inconceivable. The public Russian debut in the Aviation Day parade in 1947 changed their minds. The U.S. found itself in a panic situation when they learned the TU-4 was indeed a reality, capable of hitting any target in the U.S. There were reports of “one way” missions by hundreds of TU-4s carrying nuclear bombs attacking the U.S. This forced the U.S. to beef up their Radar systems, surface to air missiles, and interceptor jet fighters. Meanwhile, back in the Soviet Union, problems continued to plague the TU-4 project. The advanced avionics of the central fire control gunnery system remained unsolved. There were problems with the pressurization system, and the R-3350 copy was overheating, had short engine life, runaway props, and in general the total unreliability of the entire aircraft. The Russian version of the U.S.

B-29 Russian designation to be known as the TU4 NATO designation was ?BULL? The Russians toiled endlessly on solving these problems, and it was not until 1949 that the TU-4 became fully operational with some 300 in service. The TU-4 never saw combat. Some 850 were eventually produced. Before the 60’s arrived the TU-4 had been replaced by jet aircraft. A few were given to China, and there are reports these were kept flying as late as 1968. The Ramp Tramp and the Ding Hao were scrapped. The Hap Arnold Special was never put back together. The B-29 brought our country together, and made us a proud nation. The TU-4 became as much a part of Russian aviation history as the B-29 was to American history. As far as we know the only remaining TU-4 is displayed at the Yuri Gagarin Air Force Academy outside Moscow. This story, as incredible as it seems, is all true. Just another page in aviation history.

End of Page 10 The B29 Bomber | B-29 Bomber The Superfortress After lying on the bottom of Lake Mead for more than 55 years this exciting dive site is open again for divers to see. Since the discovery of the sunken B-29 Bomber in Lake Mead in August 2002 the wreck site has fallen under a Special Diving Restriction preventing visitation by the general public. This is not an undue hardship to the general public as this site has / had significant historical importance and has been designated a submerged cultural resource. The Lake Mead National Recreation Area has been designated as the custodian of the B-29 and all of its appurtenances. The National Park Service has documented the wreck site and have conducted appropriate archeological studies on the site including measurement surveys, documentation with both still and video imaging. They have determined that the site is stable and not under imminent danger of destruction by the elements. Considering that archeological and documentation have been completed the National Park Service has opened the wreck site of the B-29 so that qualified individuals can visit the dive site with trained escorts. The National Park Service recently selected Scuba Training and Technology Inc.

(Tech Diving Limited) as the exclusive company authorized to conduct Guided Dives on the B-29. This is STT/TDL’s third permit, they previously had permits in 2007 and 2008. The B-29 Superfortress is a four-engine propeller-driven heavy bomber designed by Boeing that was flown primarily by the United States toward the end of World War II and during the Korean War . It was one of the largest aircraft to have seen service during World War II and a very advanced bomber for its time, with features such as a pressurized cabin , an electronic fire-control system, and a quartet of remote-controlled machine-gun turrets operated by the fire-control system in addition to its defensive tail gun installation. The name “Superfortress” was derived from that of its well-known predecessor, the B-17 Flying Fortress . Although designed as a high-altitude strategic bomber , and initially used in this role against the Empire of Japan , these attacks proved to be disappointing; as a result the B-29 became the primary aircraft used in the American firebombing campaign , and was used extensively in low-altitude night-time incendiary bombing missions.

One of the B-29’s final roles during World War II was carrying out the atomic bomb attacks on Hiroshima and Nagasaki . Due to the B-29’s highly advanced design for its time, unlike many other World War II-era bombers, the Superfortress remained in service long after the war ended, with a few even being employed as flying television transmitters for the Stratovision company. The B-29 served in various roles throughout the 1950s. The Royal Air Force flew the B-29 and used the name Washington for the type, replacing them in 1953 with the Canberra jet bomber , and the Soviet Union produced an unlicensed reverse-engineered copy as the Tupolev Tu-4 . The B-29 was the progenitor of a series of Boeing-built bombers, transports, tankers, reconnaissance aircraft and trainers including the B-50 Superfortress ( the first aircraft to fly around the world non-stop ) which was essentially a re-engined B-29. The type was finally retired in the early 1960s, with 3,970 aircraft in all built.

While dozens of B-29s have survived through today as static displays, only one, Fifi , remains on active flying status. LAKE MEAD B-29 On 13 September 1945, “Lake Mead’s B-29,” serial number 45-21847, was put into service. In 1947 it was stripped of armaments, re-classified as a reconnaissance B-29 ( F-13 ), and moved into the Upper Atmosphere Research Project. The purpose of this project was to develop an intercontinental ballistic missile guidance system that used the sun for direction and positioning. The system was known as “Sun Tracker” and to test it a plane capable of high altitude flight followed by a rapid low level flight was needed. The B-29 was a useful test platform as it was the first mass-produced aircraft with a pressurized cockpit and after WWII there were many surplus B-29s available. [1] On 21 July 1948 after completing a run to 30,000 feet (9,100 m) east of Lake Mead, Captain Robert M.

Madison and the crew began a descent and leveled out just over 300 feet (91 m) above the surface of Lake Mead. The crew described the lake as looking like a mirror, with the sun reflecting brightly off the surface. These conditions make judging height above a surface considerably more difficult. The aircraft then slowly began to descend below 100 ft (30 m) until it struck the surface at 250 mph (400 km/h) and started skipping along it. Three of the aircraft’s four engines were ripped from its wings and the fourth burst into flames. The aircraft managed to gain around 250 ft (76 m) but then settled back onto the water’s surface in a nose-up attitude and slowly skiing to a stop. The five-man crew then evacuated into two liferafts and watched the aircraft sink. The crew was rescued from the lake six hours later and was instructed not to disclose any details of the flight, its mission or its loss. As the mission was classified, these details were not released until fifty years later.

[2] Click this Image to See the Actual Accident Report 1000+ images about B-29 Superfortress on Pinterest | Planes, US Air Force and World war B-29-15-BA Superfortress "SNAFU PERFORT" nose art, Tinian 1945, 42-63435 See More 1000+ images about B29 on Pinterest | Hiroshima, The japanese and Aviation Forward First incendiary bombing raid against Tokyo, March 10, 1945: B-29 Superfortress "Pride of the Yankees,882 Squadron, 500th Bomber Group, 20th Air Force, has landed after having to fly almost 700 miles on only two engines to land in Iwojima. The raid killed 100,000 civilians, destroyed 250,000 buildings, and incinerated 16 square miles of the city. Aircrews at the tail end of the bomber stream reported that the stench of burned human flesh permeated the aircraft over the target.

See More Boeing B-29 Superfortress Bomber - HistoryLink.org Boeing B-29 Superfortress Bomber Tweet Famed for its World War II exploits, Boeing's Superfortress was conceived before the war. The B-29 was born near the war's midpoint, flying on September 21, 1942, built and employed in large numbers during the conflict. It successfully performed several roles during 15 months of combat, including bomber, minelayer, photoreconnaissance, search and rescue, and electronic warfare. B-29s fought in the Pacific theater, flying mostly from small islands with the world’s largest airbases, over vast stretches of ocean to enemy targets that could be more than 2,000 miles distant. Known as the only aircraft to drop atomic bombs in war, the B-29 contributed a major share to the Allied victory over Japan with its firebomb attacks and mine laying missions in the waters surrounding the home islands. The Peerless Superfortress The Superfortress had no peer during the war among propeller-driven bombers.

It compared favorably with the only operational turbojet bomber, Germany’s impressive Arado Ar 234 Blitz (Lightning) in speed at altitude, and was markedly superior in service ceiling (the highest an airplane can climb while still flying horizontally) and ferry range (the farthest distance a fully equiped airplane without payload can fly). To the observer aboard the B-29, it shouts "American" in every direction, for the impression is of substantial size, great strength, overflowing technology, and assurance that this warplane can take on any foe and win. B-29 crewmen enjoyed (if that’s correct in a combat setting) a relatively spacious working environment with standup room for all, except for the tail gunner, especially when compared to its older sibling, the cramped B-17 Flying Fortress. Cabin pressurization, heating, and air conditioning added to the crew’s comfort. Requirements for a High Performance Bomber In the late 1930s, the Army Air Corps (AAC) began a search for a new high performance bomber that would stretch the state of the art of airplane design.

During January 1940 the AAC issued a specification for a very heavy bomber with these requirements: 400 mph speed, high altitude capability with pressurized crew compartment, 5,000+ mile range with bomb load, defensive armament, and tricycle landing gear. In order to attain the AAC desired top speed, Boeing proposed an aerodynamically clean, unarmed bomber, which would rely on its high speed and altitude capability as defense against enemy fighters. The AAC insisted on a fully armed pressurized bomber, which then led to remote controlled gun turrets, since open doors (resembling those on the B-17) were not compatible with pressurization. Fully armed B-29s did not meet the speed requirement, but the later Bell-built B-29B and Martin-built atomic bombers, which were shorn of all turrets and sighting blisters, except the tail turret and its guns, attained more than 400 mph. Boeing and Consolidated Win Contracts Boeing’s model 345 was chosen as the most promising of the designs submitted; a development contract for two XB-29 prototypes was issued on August 24, 1940.

So high was the confidence of the AAC and especially its commanding officer General Arnold in Boeing’s ability that by time the XB-29 flew, 1,664 production airplanes were on order. Consolidated’s B-32 Dominator served as a backup should the Superfortress fail. It flew several weeks before the B-29, used the same engines, was among the first airplanes with reversible pitch propellers, but its overall performance was lower. In the absence of cabin pressurization in production aircraft, all gun turrets were manned. The Dominator flew late war combat missions, but did not participate in the strategic bombing of Japan. It flew several photoreconnaissance sorties over Japan after the atomic bombs were dropped. Production totaled 118 aircraft of all models. B-29 Design Features An aerodynamically efficient high aspect ratio (long, narrow) wing with tightly cowled engines was joined to a streamlined, tapered fuselage surmounted by a large vertical tail. Eleven crewmen were housed in three pressurized compartments, the nose, waist, and tail turret sections.

A communications tube (approximately 28-inches diameter x 35-feet long) through which crewmen could crawl joined the nose and waist compartments. Four waist area crew rest bunks were an original design element that was replaced by the radar operator’s station when navigation/bombing radar equipment was added. Cabin pressurization enabled the B-29 to over-fly most of Japan’s defenses. Some late war Superfortress models flew above 40,000 feet altitude where they were invulnerable to attack. The B-29 built upon the earlier pressurization system Boeing developed for its 307 Stratoliner airliner, being the first mass production pressurized (by design) airplane and bomber. This key technology, perfected by the U.S. during World War II, would stand Boeing and America in good stead during the post war airliner boom, when it became essential. Much of Boeing's success today as a jet airliner manufacturer can be attributed to its pressurization expertise. Wood was utilized for worktables, ladders, and floors, doubtless due to the Superfortress’ Pacific Northwest origin.

Powerful, Troublesome Engines Wright Aeronautical provided the B-29 with four R-3350 Duplex Cyclone radial engines, which were then the most powerful, at 2,200 hp. Each engine was equipped with twin General Electric turbo-superchargers, which enabled the R-3350 to maintain maximum power up to 30,000 feet altitude, giving the Superfortress both high altitude and high-speed-at-altitude capability. However, engine fires dogged the B-29 during its early service. Magnesium (used in pyrotechnics it burns with a white searing flame) in engine and airframe components exacerbated the problem. Defensive Guns Directed by Electro-Mechanical Computers Fully armed B-29 versions featured five gun turrets -- upper forward and aft, lower forward and aft, and a manned tail turret. Each turret mounted two guns, except for the upper forward, which had four.

All turrets were electrically powered (the B-29 was an electric airplane with more than 100 electric motors, including landing gear actuation), remotely sighted and controlled (no in-flight gunner access, including the tail turret), electro-mechanical computer directed, with manually fired guns. General Electric developed the Central Fire Control system, which consisted of five interconnected electro-mechanical analog computers, one per gun turret. Each gunner could directly fire his own guns if the computer system was inoperative. All gunners had control of their turret and secondary control of others -- an intercom system provided communication between the gunners. A gunner could fire the guns of another turret from his sighting position, and, uniquely, fire the guns of two or more turrets at once. Thousands of these computers were manufactured for and utilized by B-29s. This program, then, represents the first mass production and use of electronic computers, although they included mechanical components and thus were not purely "electronic." The defensive armament system proved successful in combat, and was exclusive among the combatants during the war.

On January 27, 1945, the B-29 identified as "B-29 A Square 52" scored 14 kills over Tokyo, Japan, as follows: rammed by two fighters, gunners then shot down 12 more fighters, the damaged bomber flew 1,500 miles back to Saipan on three engines, crash landed, all crewmen survived, but the aircraft was written off. This is probably the highest number of air-to-air kills by a single airplane during one mission. B-29 Combat Missions To introduce the B-29 into combat, bombers were based in India to strike at Japanese targets in Indochina. Combat operations began on June 5, 1944, with the bombing of Bangkok, Siam (Thailand). In order to bomb Japan itself, Chinese staging bases were prepared. To mount a mission from China, the B-29s had to first ferry their supplies from India over the "Hump" to China. When sufficient material was accumulated, the B-29s struck Japan from their Chinese bases. These attacks were ineffective and costly.

With the capture of the Pacific Mariana Islands group from the Japanese, a much better venue from which to launch B-29 raids against Japan was available. The Marianas were closer, and the Navy brought in the necessary supplies. Five huge airbases were built on the islands of Tinian, Saipan, and Guam. The first raids on Japan were doctrinaire high altitude, precision-bombing missions, for which the B-29 had been expressly designed. They only minimally affected Japan’s war production capacity. A change in leadership put General Curtiss LeMay in command, he soon switched tactics. Low altitude, area bombing with unarmed B-29s dropping firebombs on Japanese cities proved highly successful. These attacks were the most destructive in history, atomic bombing included, leveling cities and crippling their war manufacturing efforts. Atomic Bombs The two atomic bombs dropped by B-29s on Japan remain the only ones ever used in warfare. On August 6, 1945, a B-29 named Enola Gay bombed Hiroshima. Three days later, without a Japanese offer of surrender, a B-29 named Bockscar bombed Nagasaki. Contrary to popular belief these attacks did not end the war.

It continued unabated with the largest B-29 force of 828 bombers striking on August 14, 1945. Even after the Japanese agreed to the cease fire of August 15, fighting continued until August 18, when the last action probably occurred. Japanese fighters attacked two B-32 photo aircraft flying over Tokyo, two crewmen were wounded and one was killed. Deadly Warplane had a Humanitarian Side The B-29, while functioning as a deadly warplane to its enemies, had a humanitarian aspect to its missions. Probably unique in the annals of war, Superfortress’s dropped leaflets over Japan, listing the cities to be bombed next, thus some residents could and doubtless did escape harm. B-29s nicknamed Super Dumbos provided an ocean search and rescue service for their downed brothers. After the war, B-29s dropped food and clothing to inmates of prisoner of war camps. The Soviet Union's Bootlegged B-29 Toward the end of the war the Soviet Union observed the massive destruction visited on Germany and Japan by Allied bombers. Lacking an equivalent aircraft, the U.S.S.R.

set out to reproduce what it considered the best bomber, namely the B-29. Soviet forces had access to the latest German turbojet and rocket aircraft, but the B-29 was the only manned aircraft copied (the U.S. reproduced the German V-1 Buzz Bomb missile during the war, but did not employ it). Fortunately for the Russians, three B-29s fell into their hands during the war, and from these pattern aircraft, Soviet designers reverse-engineered a near replica designated the Tupolev Tu-4. An entire aircraft industry segment was created to produce the very advanced airframe, engine, electrical and electronic components needed for it. More than 800 production aircraft were built. B-29s in the Korean War The B-29 fought again during the Korean War, in which the enemy used both propeller driven and very fast turbojet fighters in attempts to stop its bombing raids. The bombers were updated with more powerful engines, reversible pitch propellers, and other enhancements. B-29s were in action on all but 26 days during the war, some 35 months of combat, with a relatively small force of just over 100 bombers.

Nonetheless, a bomb tonnage was dropped on Korean targets, almost equal to that during the earlier Pacific campaign. Smart bombs were dropped on Korean targets; radio guided Razon and giant Tarzon (12,000 lb.) weapons knocked down bridges successfully. B-29s flew day and night missions accompanied by escorting fighters, but Mig-15 turbojet fighters (only) downed some of the big bombers, while taking losses from their defending guns. In a notable action, three Mig-15s were shot down by a single bomber, which survived the war, and later accounted for two more Mig-15s. Mother Ship to the Supersonic Airplane A Superfortress was instrumental to the first successful manned supersonic airplane flight. On October 14, 1947, a B-29 mother ship carried the Air Force Bell XS-1 rocket engine research aircraft (a World War II design) to launch altitude. After release from the B-29, Captain Chuck Yeager piloted the XS-1 to 700 mph/Mach 1.06.

Interestingly, the Soviets used their Tu-4s and captured B-29s as mother ships in a similar research program. The End of Active Service On June 21, 1960, the B-29 flew its last mission for the Air Force, but the design lives on today in the Russian Tupolev Tu-20 Bear bomber, whose defensive gun system was derived from B-29s captured during World War II. Communist China evidently still flies Tupolev Tu-4s, modified with turboprop engines and a radar rotodome, in the airborne early warning role. Three manufacturers built 3,960 Superfortresses in five factories. Boeing’s Seattle, Renton, and Wichita plants completed 2,766 aircraft, 70 percent of the total. The Renton facility, today the home of Boeing's single aisle jet airliners, built the last B-29 on May 28, 1946. Time flies. Come September, the Superfortress will be 60!

Boeing B-29 Superfortress Courtesy Museum of Flight Sources: Boeing Archives; USAAF B-29 Familiarization and Maintenance Manual (Seattle, 1944-1945); Maj. Gene Gurney, USAF, B-29 Story: The Plane That Won the War (Greenwich: Fawcett Pub., Inc., 1963); Seattle Museum of Flight Technical Library; Lowell Houtchens/Boeing B-29 Tech. Rep. on Tinian island during World War II; B-29-60-BW #44-69729 T Square 54 restoration project at the Seattle Museum of Flight; Steve Birdsall, Superfortress, The Boeing B-29(Carrollton, TX: Squadron/Signal Pub., Inc., 1980); B-29 Superfortress in Action (Carrollton, TX: Squadron/Signal Pub., Inc., 1977); Mitch Mayborn, The Boeing B-29 Superfortress, Profile No. 101 (Surrey, U.K.: Profile Pub.

Ltd., 1966); Paul Duffy & Andrei Kandalov, Tupolev, The Man and His Aircraft (Warrendale, PA: Society of Automotive Engineers, Inc., 1996); Carl-Fredrik Geust, Under The Red Star (Shrewsbury, U.K.: Airlife Pub., 1993); Author visits to the aircraft B-29-60-BW #44-69729 T Square 54,and to the aircraft B-29A-60-BN #44-62070 Fifi (only flyable B-29) of the Commemorative Air Force; Anthony E. Pomata Interviews with World War II B-29 combat veterans, 1999;"B-29 Central Fire Control Computer," Glenn's Computer Museum website accessed May 7, 2011 ( Note: This essay was modified on May 7, 2011 to better describe the B-29's Central Fire Control computers.

Question: By what name was the B29 bomber better known
Answer: Superfortress